Chain-gear transmission



Nov. 17,'l925 F. 1 MORSE- 'CHAIN GEAR TRANSMISSION Filed Jan. 10,y 1920 2 sheets-smet 1 n... I I

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Nov.4 17, l925- F. L. MORSE CHAIN GEAR TRANSMISSION Filed Jan. 10, 1920 2 Sheets-Sheet 2 -FlC-Iv..

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Patented Nov. 17, 1925.

UNIT/*ED srarl-31S, Par-ENT oFF-ICE...A

IRAINK- L. MORSE, ITHACA, NEW YORK..

CHArNenALa 'rRaNsMrssron Application are@ January.' io, 19,20.- seriarno. 350,502.v

To all. ,whom it, may commen.

Be .1t known that I, FRANK L; l\/.['onsn 'a citizen of the United States, residing at: Ithaca, in the county of Tompkins and Statey mechanism of this Acharacter -in which `chains operating uponvsprock'et wheels are em-v ployed c n. lieu ofintermeshing spur Anaar wheels,-

sizes of. sprocket wheels.` shafts, preferably three, areemployed, each carrying sprocket wheels uponA which the chainsk operate, two .of the shafts being mounted iny fixed bearings in theframe or:

casing, while `a third `.or other shaft is adjustably mounted. to provide for. taking up the .wear .and slackin.v the drive. chains. One' of the features of my invention .comprises an limproved ,means for .adjustingthe mov-- able shaft for this purpose.

In the-ordinary form of transmission gear,

the high speed is .obtainedkby connectingthe. engine shaft -by a vclutch directly to the .pro-` pelling shaft, and .the engine Vis tlienfrun'.r at the usual high. rate ofspeedat whichzit is desired to propel the car.,y With the. 1engine running lat thishighgrate-of speed, thereis considerablevibration and noise, whichds more or less objectionable.. According tooneof thefeatures of my invention, there isprovidedahigher or step-,up speed to vdrive the` propelling. shaft through cthe chain gearing higher rate of speedthan the-.engine at a shaft. This not onlyvmakes itpossi-ble to drive the vehicle faster., but provides for the usual rate of driving Wththe engine running at a ,lower speed therebyy reducing the.l

vibration. The chain drivebeingpractically silent does not produceobject-ionable noise,y

even at the highestspeed.

According to yanother feature of .my 1m,-

provement, one of the shafts, preferablythe, one employed for adjusting the slack of the.

chain, is mounted in a normally fixed posif tion in the ica-sing andcarries :two or more sprocket gear wheels rotatablymounted fon.

the shaft with-a clutch meansfor connecting or ydisconnesting saidfspgcockets.' Theshaft to change speed. automobiles and. theE thedesired variations in speedk being` obtained by-employingthe vproper relation .of A.V plurality ofl ispreferably. provided with ,cylindrical end portions eccentric to the shaft, and mounted in the casing with means for adjustngthe shaft by a partial .rotary movement, and means for rigidly securing y said shaft1 in'any one of the positions to whichr it may be ad- 'Y justed. y v

Another feature of my limprovement -coin.-` prises a gear connectionbetween twopshafts wherein one gear wheel may slide longitudinally of its shaft, either into or out of mesh withl the other gear for the reverse transiiris-Vv siomfand another intermediate/gear on an'- other shaft adapted to slide into 'vmeshl'with both Iof said nfirst and second gears for producing the low speed. forward.'

In the accompanying drawing'Figure 1 is a vrt-ical longitudinal'section jof aggear box and "gearing, .embodying vimprovement, and `taken' substantially on the "line 1-1 of Fig. 2; Fig. 2,1 an end elevation; Fig. l3, a section of one. of 'the shafts and sprocket gearsv thereon, taken on the Nline 3-'-.3 of'Fig. 2; Fig. 4,a 'horizontal sectional view ofthe intermediatefshaft and double o gea-r, taken substantially on .the line 4E-Lof Fig. 2; Fig, 5, atransverse section taken on.V the line 5ft), of `F ig Y1min the direction of the arrow; Fign, a sectionaljview Vin the same Plane but .lekins .in'the .Opposite .direc-tienta.

Fig. 7, a transverse .section taken. on the line 7-7 jof Figs. l and v8; and Fig.p8,;an elevation Vof the reversing.A and low speed ,gearing illustrated in Fig, 7. Y i

According to the construction shown, 'Qing dicates the gear box or casing, in which, is mounted thepower shaft, l10, adaptedfto'be.

driven by .the engine ormoto'rin the ,usual Way, and carryingthe sprocketgear wheel,- 11. The driven shaft, 12, which extends out atv the rear of the casing for-propelling the. vehicle, or for .other purposes, is preferably, mounted inthe same longitudinal axis withL the power shaft, 10, so ,thatwhen thesetwo shafts. are clutchedtogether for a .direct drive, both turn together' as oneJZH integral shaft. The shafts` may 'be y' mounted 'inv the casing'by the usual ,ball or'-rol1er,'bearings, andthe forward end of thel shaft,p:12, .has ,a cylindrical portion, 13l extending gwithima socket vin the hub, of the sprocketwheel, '11, y and .adapted to turn ,therein uponv the roller bearing, y'151. The .'shaft, 1:2, carries .the sprocket gear, 15., fixed to turn, Withthe shaft, and ,a spur-gear, '17,' mounted to slide longitudinally and also to turn with said shaft. A clutch member, 16, is also slidably mounted on said shaft, 12, to turn therewith, and is adapted to engage with a corresponding clutch surface formed on the sprocket wheel, 11, when the two shafts, 10 and 12, are clutched together, or to be released therefrom when it is desired that said shafts, 10 and 12, may rotate independently of each other. v

Another shaft, 18, termed a lay shaft, is suitably mounted in the casing parallel to shaft, 12, and carries sprocket gear, 19, keyed on said shaft, 18, in the same transverse plane with the sprocket wh'eel, 11, on the power shaft. rlhe shaft, 18, also carries fixed spur gear, 22, and a sprocket gear, 20, loosely mounted on the shaft in a plane with sprocket wheel, 15, the clutch, 21, being slidably mounted to turn with the shaft, and adapted to engage the wheel, 20, for clutching the same to turn with the shaft in one position, and for disconnecting the same from the shaft in its other position.

According to one of the features of my improvement, an additional sprocket wheel is provided for each of the drive chains, 30 and 31, operating on the sprocket gears, 14--19 and 15-20, respectively, and said additional sprocket wheels are mounted so as to be adjustable laterally in order to take up the wear and slack in the chains. These additional sprocket wheels, 26 and 27, are shown particularly in Fig. 3, the former being in a plane with wheels, 111 and 19, and the latter in a plane with wheels, 15 and 20. lVhile various means may be provided for adjusting` the additional sprocket wheels, according to a preferred construction, they may be loosely mounted on roller bearings on a normally fixed or stationary shaft, 23, the shaft being supported in the casing by means of cylindrical end portions, 24 and 25, formed eccentrically with reference to said shaft. By applying a wrench to the squared end of the shaft projecting from the casing, it may be turned to the desired position to properly adjust the slack in the drive chains, the shaft being held in any position to which it is adjusted by means of bolts, 32, extending through holes in the plate, 33, which holds the shaft against rotation. The eX- treme adjustment of the shaft is indicated in dotted lines in Fig. 5.

In order that the sprocket wheels, 26 and 27, may also be utilized to determine one of the speeds of the driven shaft of the transmission mechanism, a clutch device is employed for connecting and disconnecting said additional sprocket wheels. According to a preferred construction, the sprocket wheels may be held spaced apart by means of a bushing or sleeve, 29, mounted on the shaft, 23, and secured by a set screw, 34, while a clutch member, 28, is rotatably mounted on said sleeve, and is adapted to slide longitudinally to connect and disconnect said wheels.

The spur gear wheels, 17 and 22, normally occupy the relative positions indicated in Fig. l, that is, out of mesh with each other, but the gear, 17, is adapted to be shifted longitudinally upon its shaft to mesh with gear 22, and thereby effect the reverse drive for the shaft, 12.

According to another feature of my invention, an additional forward driving speed is introduced into the mechanism by inserting a small intermediate gear between the gears, 17 and 22, and adapted to be shifted to one position for engaging or meshing with both of said gears, and to another position for disconnecting the same. rlhis additional gear is preferably of double width, or composed of two gears, 35, and 36, rigidly attached together and mounted to rotate upon a short shaft, 37, supported in the casing. The gears may be of the same or differentdiameters, and are adapted to be shifted longitudinally upon said shaft to a position in l which gear 35 meshes with gear 22, and gear 36 meshes with gear 17, for producing a forward drive, preferably at the lowest speed.

The sprocket wheels and spur gears are made of theproper size and number of teeth L to give the desired speed for which they are designed, and the clutches, and also the gears, 17, 35, and 36, are adapted to be shifted into and out of mesh by means of the usual manually operated control levers for changing the speed, as will be readily understood.

When the clutches are all released, and the gears, 17 and 22, disconnected, the power shaft, 10, drives the sprocket wheel, 11, and through the chain, 30, the sprocket wheels, 19 and 26. The wheel, 19, turns the shaft, 18, while the wheel, 26, runs loosely on the fixed shaft, 23. The shaft, 18 turns loosely within the sprocket wheel, 20, without rotating the same, so there is no effect to turn the wheel, 15; and the shaft, 12, remains stationary, the wheel, 11, turning upon the roller bearing, 14, at the forward end of the shaft, 12.

To throw in the lowest or first speed, the gear, 35-36, is shifted into engagement with gear wheels, 22 and 17, respectively, whereby the shaft, 18, transmits motion through these gears to the driven shaft, 12, and turns the same at the desired low speed. During this movement, the sprocket wheel, 15, operates the chain, 31, but this has no effect except te turn the sprocket wheels, 2O and 27, loosely upon their respective shafts. To throw in the next higher or second speed, the gear, 35-36, is shifted back/to its first position, and the clutch, 21, is thrown in, thereby connecting the sprocket wheel, 20, to the shaft, 18, and driving through chain, 31, and

nect the sprocket wheels,

naaien! sprocket wheel,.15,'to the shaft, l12.."V For the third speed, the chi-tch, 21,'is Vthrown out and;v

with Vtheir shafts, but have no effect'.L For the fourthv or -highest speed, the clutch 16, is released,and the clutch, QS, is thrown to Icon- The power -is then transmitted fromsprocket gear, 11, 'through chain', 30,' sprocket gears, 26 and 27, chain, 31, and sprocket to the driven shaft, 12, thereby revolving the same at ahi'ghei speed'than the power shaft, 10, as the ratio of the gearing is'designed for this purpose. In order to reverse the direction of rotation of the shaft, 12, the gear, 17, is shifted to mesh directly with gear, 22, whereupon the power is transmitted through chain, 30, sprocket Wheel, 19, shaft, 18, and gears, 22 and 17, to the shaft, 12, thereby producing the reverse.

'Among the advantages derived from my improvement embodying the use of sprocket wheels and drive chains with a step-up speed greater than a direct connection between the power shaft and the driven shaft, is that the vehicle, or mechanism operated by the driven shaft, may be run at the customary high speed, while the engine or motor is operating at a lower speed than usual1 thereby greatly reducing the noise and vibration, as well as the wear of the motor, while at the same time producing a silent running mechanism on account of the use of the drive chains instead of spur gears. n f

Another advantage is that by using the additional adjustable sprocket wheels for taking up the wear and slack of the chains, the spur gears for producing the reverse may be mounted directly upon the driven shaft and the lay shaft which also carry the sprocket wheels for one or more of the forward speeds, asthese shafts are mounted in bearings with fixed centers. c y

Having now described my invention, I claim as new and desire to secure by ters Patent is:

1. In a transmission' mechanism, the coinbination of a power shaft having a sprocket gear, a driven shaft also having a sprocket gear, a lay shaft having corresponding sprocket gears, drive chains for said sprocket gears, a clutch device for one of said sprocket gears, another normally fixed shaft having additional sprocket gears loosely mounted thereon, a bushing on said shaft for separating said sprockets, and a clutch device rotatably mounted on sai bushing for connecting said additional what Letsprockets together.

turn .thei wheels, 20, 26' land 27, loosely Aupon their shafts, andthe gears, 22 and 17, also turny 26'aiid 27, together.'-

y2i Ina transmission mechanism, the coni-y bination of a power shaft having a sprocket l gear, la driven shaft alsoy having a sprocket gear, aA laygshaft havingy corresponding sprocket gearsfdrive chains for said sprocket gears, al clutch deviceA for one of said sprocket gears, a spurgearon'the lay shaft, a spurl gear von the driven shaft Yadaptedto mesh therewith for reversing, and-means for engaging andv disengaging said gears.

3. In a transmission mechanism, the coinbination of -a power shaft liaviiig'a sprocket gear, a driven gear, a lay vcorresponding shaft having for said sprocket gears, drive chai-ns sprocket gears, a clutch device saidfsprocket '-geai's, a -spur Vgearbn the lay shaft, a corresponding gear for reverse von the driven shaft, and an intermediate vgear adapted to mesh with both of said spur gears for a forward drive.

s. In a transmission mechanism, the combination of a powershaft having a sprocket gear, a driven shaft also having a sprocket gear,v a lay shaft having corresponding sprocket gears, drive chains for said sprocket gears, a clutch device for one of said sprocket gears, a spur gear fixed on the lay shaft, a corresponding spur gear mounted to slide upon the intermediate gear adapted to be shifted longitudinally into mesh with both of said spur gears.

5. In a transmission mechanism, the combination of a power shaft having a sprocket gear, a driven shaft also havingv a sprocket gear, a lay shaft having corresponding sprocket gears, drive chains for said sprocket gears, a clutch device for one of said sprocket gears, a spur gear fixed on the lay shaft, another spur gear mounted on driven shaft, another shaft, and a double 'faced spur gear slidably mounted thereon and adapted to mesh with the other two spur gears.

6. In a power transmission assembly the combination of a driving shaft, a driven shaft, gears mounted on said shafts, a normally fixed lay shaft having corresponding gears mounted thereon, chains connecting the corresponding gears on the 'different shafts, means for bringing the gears on the lay shaft into and out of driving connection, said lay shaft having eccentric bearings upon which itv may the axis of rotation of the gears mounted thereon.

7. In a power transmission assembly the combination of a driving shaft, a driven shaft, gears mounted on said shafts, a normally fixed lay shaft having corresponding gears mounted thereon,

shafts, clutch means for connecting the gears shaft also having -a sprocket.`

for one l of i driven shaft, and an be turned to' shiftv chains connecting dl the corresponding gears on the different transmitted therethrough and means for adjusting said last mentioned gears to take up slack in the chain.

8. In a power transmission assembly a gear easing, a driving shaft, a driven shaft, gears mounted on each of said shafts, a lay shaft having corresponding gears mounted thereon, means for bringing the gears on the said lay shaft into and out of driving Connection, another lay shaft having corresponding gears mounted thereon, means for bringing the said gears into and o-ut of driving Connection, said lay shafts having bearings at each end in said casing and chain connecting the corresponding gears.

9. In a power transmission assembly a gear casing, a driving shaft, a driven shaft, gears mounted on each of said shafts, a normally fixed lay shaft having corresponding gears revolubly mounted thereon, means for bringing the gears on the said lay shaft into and out of driving connection, another lay shaft having corresponding gears mounted thereon, one of said gears being fixed to the shaft and the other revoluble thereon, means for bringing the said gears into and out of driving Connection, said lay shafts having bearings at each end in said Casing and chains connecting the corresponding gears.

In testimony whereof I have hereunto set my hand.

FRANK L. MORSE. 

